System of controlling railway points and signals.



A. MONARD,

E. A. IVIOUTIER & H. DUMARTIN.

APPLICATION FILED JUNE 22, I910.

Patented Feb. 29,1916.

5 SHEETS-SHEET I.

15 m i If 15L H /-fi I //VV/V70R-6: vv/r/vsssm: J44 W WM M,

W I d pram/QM ,BJ/AMarn/WJ THE COLUMBIA PLANOGRAPH cm, WASHINGTON, n. c.

A. MONARD, E.-A. MOUTIER & HI DUMARTIN.

SYSTEM OF CONTROLLING RAILWAY POINTS AND SIGNALS.

APPLICATION FILED JUNEZZ, 1910.

1,173,206. Patented Feb. 29,1916.

5 SHEETS-SHEET 2 A. MONARD, E. A. MOUTIER & H. DUMARTIN. SYSTEM OF CONTROLLING'RAILWAY POINTS AND SIGNALS.

I APPLIICATION FILED JUNEZZ, 1910. 1473 906. Patented Feb.29,1916.

5 SHEETSSHEET 3.

A. MONARD, E. A. MOUTIER & H. DUIVIARTIN.

SYSTEM OF CONTROLLING RAILWAY POINTS AND SIGNALS.

APPLICATION FILED JUNE 22, I910.

Patented Feb. 29, 1916.

5 SHEETS-SHEET 4.

i y a N v J a #2 A W MO I w u w v i W 4% W/TNESSES-' 'IIIII COLI'MIHA PLANOGRAIIX con WASHINGTON. n, c.

A. MONARD, E. A MOUTIER & H. DUMARTIN. SYSTEM OF CONTROLLING RAILWAY POINTS AND SIGNALS.

APPLZICATION FILEDJUNE22,1910.

1,173,206 Patented Feb. 29,1916.

5 SHEETS-SHEET 5.

WITNESSES! Z 1 M THE COLUMBlA PLArgoaRAPH ($0., WASHINGTDN, D, c.

barren s'rar ALFRED MONARD, ERNEST ALBERT MOUTIER, AND HORACE DUMARTIN, 0F PARIS,

FRANCE.

SYSTEM OF CONTROLLING RAILWAY POINTS AND SIGNALS.

Specification of Letters Patent.

Patented Feb. 29, 1916.

Application filed June 22, 1910. Serial No. 568,412.

To all whom it may concern:

Be it known that we, ALFRED MoNARD, ERNEST ALBERT MOUTIER, and HORACE DU- MARTIN, citizens of the Republic of France, residing in Paris, France, have invented certain new and useful Improvements in Systems of Controlling Railway Points and Signals, of which the following is a specification.

The present invention relates to a system of controlling railway points and signals, which comprises a central selector and operating mechanism fro-m which the points and signals can be manipulated and which automatically operates to lock against movement the mechanism by which incompatible points or signals might be operated.

The invention also embodies improvements upon our former structures as disclosed in our United States Patent No. 878,552, February 11, 1908 and in our application for United States Patent Serial No. 357,7 72, February 16, 1907.

The invention will be more particularly described in connection with the accompanying drawings, wherein- Figure 1 is a side view of the central selector with the adjacent parallel pointsframes and controller-and-signal-frames, in which the route key is partly in section to show the details of this key and its connections with the frames which it controls. Fig. 2 shows a points-frame with details of the locking cams which engage it, and the valves which regulate the flow of the liquid to the position where it controls the corresponding points. Fig. 3 shows a pointsframe cut out from a single sheet of metal. Fig. 4 shows on an enlarged scale the opening in a points-frame or in a controllerandsignal-frame. Fig. 5 representsacontrollerand-signal-frame which serves to transmit alternately from the switch-tower the pressure controlling all the route signals in series, and the control of the signal, which allows movement to take place on a given route. Fig. 6 is a sectional view of the local controllers which operate upon a set of points. Fig. 7 shows the general scheme of a control on the ground,

The central selector and operating mechanism, which may be located in a switchtower, comprises two side plates 2 and 3 at the front and back resting on a base 1. Between the two side plates are any convenient number of points-frames l related to points motors M M as hereinafter described, and of controller-andsignal-frames 5, related to controllers C, (V C (1' alongside the points and signal motors, m m as hereinafter described.

The route keys arranged at right angles to the frames and at equal distances from one another, can easily pass through the openings of the successive frames. They are provided with cams 7 and 8 in the plane of the points-frames 4 or of the controllerand-signaLframes 5 on which they operate. These cams, which are easily threaded on to the key itself are separated by spacing pieces 9 and their number, their order of succession and their respective distances can be very easily modified if the points so on any route require to be altered by reason of any traffic changes.

Each key acts similar to the key of a. lock and it mainly consists of a rod which ex tends through the series of frames, and carries, opposite the points-frames 4c and controller-and-signaLframes 5 to be controlled for a predetermined route, suitably shaped operating cams.

The cams have the following properties: 1 WVhen a key carrying them is in the position of rest, that is to say at they do not exert any action on the frames, which frames are then completely free. 2 When a key carrying the cams is turned, the said cams move and maintain (either to the left or to the right) the points-frames 4, the points of which are to be moved either to the right or to the left, as well as the con- .troller-and-signal-frames 5, the signal of which is to be controlled. 3 Every frame maintained in such a manner, for example to the right, prevents any key from turning the rotation of which would cause the said frame to return to the left.

The keys are secured in place, in front and at the back respectively, by a sleeve 10 and a pinned collar 11. Valves 12 for the points, and valves 13, 13 for the controller and signals, are placedupon the base 1 below the points-frames and controller-and-signal-frames, and the ports of these valves are controlled by slides 12 and 13 connected to and movable with the respective points-frames4 and controller-andsignal-frames 5. Finally at the top of the casing are the handle levers 15 which can be used as an auxiliary, to operate the frames individually. A points-frame 4 is shown in detail in front view in Fig. 2. They move with minimum friction by means of the rollers 16 running on the rails 17 and 18 fixed to the casing. The openings 19 in the frames are sufficiently wide to provide spaces for the keys 6 with their cams 7 topass through. These cams are placed on the left or right side according as the route key is required to displace a certain predetermined points-frame, and consequently the points, in one direction or the other. The tappets 20 on which the same act are securely fastened to or formed upon the frames 4 and 5. (Figs. 3 and 4). A slide valve 12 is attached to each of the points-frames which slide valve may be of any type. Each slide valve 12 at the end of its stroke in one direction puts a duct 21, containing a controlling fluid, for instance, water under pressure, in communication with a pipe-line 22 controlling the motors M or M of the points, and, at the end of its stroke in the other direction, puts the duct 21 in communication with a pipe-line 23, the pipe-line 22 being then cut-ofl from the duct 21.

The auxiliary levers 15, during the normal working of the apparatus are loosened from the frames 4 or 5 (by removing the pins 15 for example) and are moved to right and to left into their extreme positions and are held or remain fixed in these positions so as not to interfere with the operation of the frames under the action of the cams of the key shaft.

The controller-and-signal-frames (Fig. are exactly similar to the points-frames 4 (Figs. 3 and 4), but the cams 8 of the keys and the slide-valves 13, 13", are clifferent from the cams 7 and the slide-valves 12 of the points-frames.

Fluid under pressure, Water for example, enters the valves 13, 13 through ducts 24, 24*; a pipe-line 25 leads to the controllers C, C,, of the first set of points x at the end A of the route section to Which the frame 5 relates. A similar pipe-line 25 leads from the valve 13 to the controllers G and C at the end B of the route section to which the frame 5 relates. A pipe-line 25 connects the controller C to the controller 0 on the opposite track, and

a pipe-line 25 connects the controller C to the controller G.

hen a controller-and-signal frame 5 is in its mean position, that is to say when it is not operated by any key,the fluid arriving by way of 24, 24 cannot pass (position of frame, Fig. 5). If the frame 5 of Fig. 7 is displaced by the full part of the cam 8 so as to move the valve-slide of valve 13 toward the right in Fig. 7 the fluid under constant pressure coming from duct 24* passes by way of the interior passage 27 of the valve 13 and through pipe-line 25 to the controllers of the sets of points C, C, of the track A related to the frame. During this time the signal duct 26 which leads to the motor m operating the signal S at the set of points on the track A, Fig. 7, is cut oil from the duct 25. The duct 26 will be put in communication with the outside air through a port 26 thus venting the duct 26 and allowing the signal to drop by its own weight to stop indicating position there being no fluid under pressure in the motor m to sustain the signal.

If a controller-and-signal-frame 5, as the frame 5 Fig. 7, which coeperates with the frame 5 for effecting a desired routing from A to B is displaced by the full part of a cam 8 so as to move its slide-valve toward the right, Fig. 7 (as shown by the position of valve 13', Fig. 7) the duct 24 is shut and the pipe-line 25 and duct 26 are put into communication. Inasmuch as the pipe-line 25 is in communication with the pipeline.

25* through the controller C, and C and connecting duct 25, pressure fluid will pass from the duct 24 through passage 27 in valve 13 out through pipe-line 25 controller C duct 25. controller C pipe-line 25 valve13 pipe-line 26 to motor m That is to say. if a control pressure is transmitted by pipe-line 25, it will pass to motor m of signal S to operate this signal to give a proceed indication. Should the frame 4 be displaced to the right and the frames 5 and 5 be displaced to the left contrary to the position shown in Fig. 7, a circuit would be established through pipe 23. and a reverse circuit through the pipes 25 25 25 26, etc., and the signal S operated to stop indicating position.

The perfect control of the points 00 is subject to two conditions, viz: that the set of points which is moved be that of the desired route; and that such set of points be completely moved. Such control may be said to be double acting. It mainly consists in supplying motive fluid simultaneously to the motors M, M of each set of points belonging to the desired route, and to appropriate controllers (C (3' for example, Fig. 7). The efl'ect of the motive fluid supplied to the controllers is to produce a movement of valve-slides within the controllers (as described immediately following) in such manner as to establish a passageway allowing the controlling fluid supplied by the duct 24 or 24 to pass to the signal only when and after the set of points have been correctly operated or moved.

The controller (Fig. 6) arranged for each set of points a: is formed by a frame 34 rigidly secured to the ties or sleepers y supporting the points, by bolts 45. It has a groove 33 in which slides a piece 32. The piece 32 is fastened by an eye to the connecting piece 31 of a rod 30 which passes through an opening y in one of the rails and is c011- nected to the points :0. A. cotter pin 35 can be inserted in a slot in the piece 32 to lock the points in case of accident.

In the frame 34 is a metallic piston 36 with elastic collars 37 having an interior channel 38; this piston has opposite the piece 32 which is connected to the points a rounded end 46, which corresponds with a recess 47 in part 32. The piston chamber which is closed at one end by a plug 39, has three ports, viz: 40 in communication with a pipe-line 22 or 23, which supply the points motors M, M with motive fluid; 41, which is in communication with a pipeline 25 or 25; and 42 which is in communication with a pipe-line 25* or 25*. Pipe-lines 25 and 25 are placed in communication with the connecting pipe-lines 25 and 25 and with each other through the ports 41, 42 and pas-' sages in the pistons of the controllers.

The piece 32 which is connected to the points is provided with a spring 43 at the end of which is a bolt 44 which tends to push the piston 36 up when there is no pressure transmitted through port 40 above the piston, that is to say when any set of points does not occupy or is not moved to the proper position when the points-motors are energized to effect a particular routing: then the piston will be at the top of the stroke and the pipe-line 25 or 25 will be cut off at the port 42. Thesame result occurs if the piece 32 is drawn to the right, as is shown in dotted lines, Fig. 6. In order that port 41 should communicate with port 42, it is necessary that the set of points to which the piece 32 is connected, should be pushed to the left (Fig. 6i into a definite position, and that the set of points should be under control in this position, that is to say. that there should be pressure in pipe-line 22 or 23 in communication with port 40.

The points controllers communicate successively with each otherand the pipelines 25 and 25 through their ports 41and 42 and pipe-lines 25 and 25 Fig. 7 shows the general action of the arrangement, taking as an example the route B A employing the sets of points 6 and it. There is, in the central selector, a frame relating to the signal S and each controller appropriate to a r0uting from track B to A; and another frame related to the signal S and each controller approprite to a routing from track A to B. If the key 6, corresponding to the route B to A is turned to the right (for example by turning the key to a vertical position) the points-frame 4 of the points a and b is operated in such a way that both sets of points are placed so as to permit the passage from B to A, and, as has already been stated, the locking of all the other points of the incompatible routes is simultaneously obtained, whatever might be the arrangement of the route keys. The controller-and-signal-frame 5 is operated at the same time, which actuates the valve 13 so as to stop the arrival of fluid under pressure in 24 and puts the pipe-line 25", which communicates with the controllers C C of the points I), in communication with the motor m of the signal S of the track B. Also the controller-andsignal-frame 5 is operated as well as the corresponding valve 13, which shuts off the duct 26 of the signal S and transmits the fluid under constant pressure of duct 24 by the pipe-line 25 to the ports 42 of the con troller C, of the last set of points a of the sets of points ofthe route to be passed over. The controller 0' being in the position to transmit pressure from pipes 42 to 41 (the path of the pressure being represented in Fig. 7 see the full lines between the valves 13 and 13 and the points being thrown and under control, transmits by port 41 the fluid under pressure which it receives through port 42 from pipe-line 25 and the fluid under pressure reaches (via pipelines 25) the next set of points I; where the same control is effected, i. e. the pressure in pipe line 25 is transmitted through controller C provided the set of points 7) is completely operated. The fluid under pressure coming from port 42, that is from the controller C of the set of points 6 which is closed on track B passes by pipe-line 25 to the valve 13 of the frame 5 and from there via duct 26 to the motor m of the signal S which is operated to give an indication to proceed. In order that the signal should give an indication to proceed, it is therefore necessary that the sets of points a and 79 shall occupy or be fully and completely moved to the proper position for effecting the route that it is intended the train shall take. Should a routing be annulled by resetting one of the operating keys or the pressure not be transmitted to orifice 40 of the controller by reason of some defect, or the points be deranged, that is to say should the spring 43 of part 32 have forced the piston 36 up against the pressure admitted through orifice 40, when the part 32 was itself displaced to the e t, mmunication would be cut off between orifices 41 and 42. Pressure of fluid is no longer maintained between the signal and the controller, and, by reason of leakage in piping 26", Fig. 7, resulting in a fall of pressure, the signal S is operated to give a stop indication.

Throughout this description it is supposed that the hydropneumatic system described in our United States patent and application aforesaid, is employed, but it is equally convenient to use water under pressure alone, or compressed air, or other motive power, that is to say that where there is a hydraulic valve there would be a pneumatic valve, etc.

What We claim is:

1. In a signal and points controlling system for railways, the combination of signals and points, and means for actuating said signals and points, said means comprising a central selector having a plurality of movable points controlling frames therein, and a plurality of movable signal controlling frames therein, said frames having openings therein arranged in vertical and horizontal rows, and route keys provided with cams adapted to pass through the openings in said frames, to engage said frames to move appropriate points controlling and signal controlling frames to effect a desired routing, and to simultaneously look all other frames which set up an incompatible route.

2. A central selector for controlling points and signals of railways, comprising a plurality of movable parallel frames provided with openings therein, said frames corresponding in number to the points and signals, and cams passing through the openings in said frames for displacing said frames.

8. A. central selector for controlling points and signals of railways, comprising a plurality of movable parallel frames provided with openings therein and mounted upon rollers, said frames corresponding in number to the points and signals, and cams passing through the openings in said frames for displacing said frames.

4-. In a signal and points controlling system for railways. the combination of signals and points, and fluid pressure means for actuating said signals and points, said means comprising a central selector having a plurality of movable points controlling f'ames therein and a. plurality of movable signal controlling frames therein, said frames having valves connected thereto, and means adapted to move appropriate points controlling and signal controlling frames to effect a desired routing and to look all other frames which set up an incompatible route.

5. In a signal and points controlling system for railwavs, the combination of signals and points and points controllers, and fluid pressure meansfor actuating sa d signals and points, said means comprising a central 1 selector having a plurality of movable points controlling frames therein and a plurality of movable signal controlling frames therein, said frames having valves connected thereto, and means adapted to move appropriate points controlling and signal controlling frames to effect a desired routing and to look all other frames which set up an incompatible route, said points controllers controlling the flow of pressure to control the operation of said signals.

6. In a signal and points controlling system for railways, the combination of signals and points, points controllers, and fluid pressure means for actuating said signals and points, said means comprising a central selector having a plurality of movable points controlling frames therein and a plurality of movable signal controlling frames therein, said frames having valves connected thereto, fluid-pressure operated motors for operating said points, and means adapted to move appropriate points controlling and signal controlling frames to admit fluid pressure to said motors to operate said points to effect a desired routing and to look all other frames which set up an incompatible route, said controllers controlling the flow of pressure to effect the operation of SiLlCl signals, and said motors being in communication with said controllers to control the operation thereof.

7. In a signal and points controlling system for railways, the combination of signals and po1nts,po1nts controllers and fluid-pressure means for actuating said signals and points, said means comprising a central selector having a plurality of movable points controlling frames therein and a plurality of movable signal controlling frames therein, said signal controlling frames having valves connected tllBl6 CO.'lI1(l means adapted and points,points controllers and fluid pressure means for actuating said signals and points, said means comprising a central selector having a plurality of movable points controlling frames'therein and a plurality of movable signal cont-rolling frames therein, said frames having valves connected thereto,and means adapted to move appropriate points controlling and signal controL ling frames to efiect a desired routing and to look all the frames which set up an incompatible route, said points controllers being controlled by the pressure which operates their points and operating to control the pressure for operating said signals, and comprising a piston and a cylinder having an orifice for the admission of controlling pressure, and orifices for controlling the pressure for actuating said signals, and said points having bars adapted to contact with said controller piston and to prevent said piston to move to a position to admit pressure to operate said signals When said points are not fully closed and each bar having a spring arm adapted to bear against said piston when the points are fully closed and to yield under the controlling pressure upon said piston.

In witness whereof, we have hereunto signed our names in the presence of two subscribing Witnesses.

ALFRED MONAR-D.

ERNEST ALBERT MOUTIER.

HORACE DUMARTIN. Witnesses:

MARCEL ARMENGAUD,

DEAN B. MAsoN.

Copies of this patent may be obtained for five cents each, by addressing the Commissioner of Patents,

Washington, D. G. 

